Internal combustion engine



- 26, 1939. E. M. TUCKER. $184,820 I INTERNAL COMBUSTION ENGINE Filed Aug. 23, 1938 3 Sheets-Sheet 1 INVENTOR 12 E. M T0001: er I ATTOiQNEY Dec. 26, E M TUCKER INTERNAL COMBUSTION ENGINE Filed Aug. 23, 1938 3 Sheets-Sheet 2 INVENTOR EM Tel/c1661 BY QMQSAML ATTORNEY fies. 26, 1939: M TUCKER 2,184,820

INTERNAL COMBUSTION ENGINE 7 Filed Aug. 23, 1958 s Sheets-Sheet 5 INVENTOR E M Two]: er

BY QW% .Mm

' ATTORNEY I Patented Dec. 28,1939

" UNITED sraras PATENT emee 1 I Emmitt lldarcusTuctiig, lIuntingtonPark,

App ication August 23,1338, Serial 1*Io. 226,300 3 Claims. (01. 123-51) This invention relates to an internal combustion engine, and particularly to one or the two cycle Diesel type. r

' One of the objects or my invention is to provide an operating connection between the crank pins and pistons arranged so that all side thrust on the pistons is eliminated, thus avoidingthe 'wearing of the cylinders out of round as Ire- Y quently occurs. Due to this feature of construction, I am able to use light aluminum cylinders, with wear resisting liners cast'therein tor the pistons to contact. In connection with these liners, it is a further object of my invention to so form the evitable differences in cylinder temperature at different points in the length of the cylinders.

30 structure and relative arrangement of parts as will fully appear by a perusal of the following specification and claims. 7

In the drawings similar characters or reference indicate corresponding parts in the several 85 views:

- Figure 1 is a sectional elevation of a single cylinder engine having opposed pistons therein, the pistons being in adjacent or firing position.-

Figure-2 is a transverse section on line 2-2 40 of Fig. 1, but showing the pistons as in the exhaust and air intake position.

Figure 3 is a fragmentary enlarged longitudinal section of acylinder liner. I

Figure 4 is a sectional elevation of a double 45 or opposed cylinder engine.

Referring-now more particularly to the char-- acters or referenceon the. drawings, and particularly at present to Figs. 1 to 3, the engine comprises a crank case I having a crank shaft 5o 2 provided with axially alined side cranks- 3 liners, and secure them in the cylinder, that the liners are kept light irrespective oi the in-,

crank shaft is the main cylinder 5, integral at its outer end with a larger supercharger cylinder 6, about half as long as cylinder 5. A short piston I is slidable in cylinder 6, which piston is rigid or integral, with a piston a slidable in the 3 1 adjacent portion of cylinder 5. Another piston 8 is slidable in cylinder 5 between piston 8 and the crank case. I

The crank pins 8 turn in blocks l0 slidable in rectangular yokes ll arranged for movement in 1 a direction axially of the cylinder and pistons, and guided for positive travel in said direction by wearing lates or liners i2 secured in the crank case at the sides and engaging the corresponding faces or ends of the yokes. Similarly the central crank 4 is turnable in a block l3 which is slidable in a yoke ll disposed between yokes I l and also guided by the liners l2. The yoke i4 is operatively connected to the outer piston I by a pair or rods l5. These extend from rigid connection with the yoke I4 ad- Jacent its ends in parallel relation to each other and to cylinder 5 on the outside of the same, but inwardly, of cylinder 6, to a rigid connection with the piston I on opposite sides thereof. This con- 2 nection being made at the bottomor non-working end of cylinder 6, and being entirely clear' of power cylinder. 5 and piston 8, there is no chance of gases leaking past the pistons 11 their ringsare in good condition. In order that the 8 0 cylinder 6 may be as short above cylinder 5 as possible, the piston I is hollow from its under side, outwardly of piston 8, so that it may overlap the top of cylinder 5 when piston! is in its lowermost or firing position, as shown in Fig. 1. 85

The yokes H are connected to piston 9 by side skirts it on the latter, the piston between the skirts being cut away so as to give clearance for yoke M and thus reduce the overall height or the engine as much as possible. I 40 It will thus be seen that due-to the use of the positively guided crank-actuated yokes, the pistons are relieved of all side thrusts, and not only j v is wear greatly reduced, but the engine may 'be' made very light without loss of strength.

Ports i! open to atmosphere communicate with cylinder 6 just above the lowest position oi 1 between the pistons when the latter are in their closest or firing position as shown in Fig. 2.

As will be clear from the above, the pistons are arranged in such relation to their respective cranks that they travel in opposite directions either toward or from each other. As the pistons separate on a power stroke after an injection of fuel, the supercharger piston 'I is comthe fuel is injected through opening 20 at the proper moment.

Due to the use of the guided yokes, I am able to use aluminum for the cylinders. It is therefore necessary to line the cylinder with a more wear resisting material. I therefore cast a liner ii of iron into the cylinder, which liner extends the full length of the cylinder. In order to lock the liner in place, it is formed on the outside with annular beads 22 forming intermediate grooves 23. In order to compensate for difierences in expansion between the aluminum and iron due to difierences in cylinder temperature at various points in its length, the sides of the grooves are cut on increasing angles in both directions from the hottest point, which in this case is at the center of length of the liner. This has the eflect of maintaining the liner tight at all times. The groove and bead arrangement also provides for better radiation of heat from the liner than would otherwise be had. At each end, the liner is formed with an annular recess or groove 24 which has the effect of causing the liner to wedge in place when cool, and prevents carbon and compressed air from possibly starting to work between the cylinder and liner.

In the form of horizontal engine shown in Fig.

4, the general features of construction and operation are the same as in the engine above described. While thereis still only one set of crank yokes Ila and Ila, there are two axially alined and opposed cylinders in, connected to the one crank case Ia. Each cylinder has a pair of the pistons 8a and 9a. therein, the pistons 8a being connected to the one central yoke Ila by rods la, while the pistons 8a are connected to the one pair of yokes Ila by the piston skirts lGa.

With this arrangement, it will be seen that when the -pistons in one cylinder are separated, or in exhausting positon, those in the other cylinder are in adjacent or firing relationship and vice versa.

It will be understood that while I have here shown and described engines of the two cycle type, the various novel features may be incorporated in four cycle engines as; well, as well as in other cylinder and piston machines.

,From the foregoing description it will be readily seen that I have produced such a device as substantially fulfills the objects of the invention asset forth herein.

While this specification sets forth in detail the present and preferred construction of the device,

still in practice such deviations from such detail may be resorted to as .do not form a departure from the spirit of the invention, as defined by the appended claims.

Having thus described my invention, what I claim as new and useful and desire to secure by Letters Patent is:

1. In combination, a crank shaft having a pair of axially alined but separated crank pins, a

cylinder radial with the shaft, a piston slidable in case radial with the crank shaft and alined with the central crank pin and yoke, an enlarged cylinder outwardly and forming an extension of the first named cylinder, pistons in the cylinders connected as a' unit, another piston in the first named cylinder radially inward of the first named pistons and rigidly connected to the yokes of the first named crank pins, rods parallel to the axisof the cylinder connected to the central yoke on-opposite sides of the crank shaft and first named cylinder, said rods extending radially out close to the side walls of said cylinder and being rigidly secured on the bottom of the piston of the enlarged cylinder and enclosures about the rods formed with the cylinders and extending from the crank-case to the bottom of said enlarged cylinder.

3. In an engine, a crank-shaft having a pair of axially alined but separate crank pins and a central diametrally opposed crank pin, blocks in which all the pins are turnable, yokes in which the blocks are slidable, a crank-case in which the yokes are guided for rectilinear movement, an open ended cylinder projecting from the crank case radial with the crank shaft and alined with the central crank pin and yoke, an enlarged cylinder outwardly and forming an extension of the first named cylinder, pistons in the cylinders connected as a unit, another piston in the first named cylinder radially inward of the first named pistons and rigidly connected to the yokes of the first named crank pins, rods parallel to the axis of the cylinder connected to the central yoke on opposite sides of the crank shaft and first named cylinder, said rods extending radially out and being secured on the piston of the enlarged cylinder; the side wall of the radially innermost piston being cut away on opposite sides of the crank-shaft to receive the central yoke in relatively close relation to the head of said piston when the crank pins are disposed in one dead center position.

EMMITT MARCUS TUCKER. 

